JP7238850B2 - Automated driving system and automated driving method - Google Patents

Description

The present invention relates to systems and methods for controlling self-driving vehicles.

Japanese Patent Laying-Open No. 2019-168370 discloses a system for controlling an autonomous vehicle. This conventional system detects whether the autonomous vehicle can stop at the destination when it reaches the destination. Then, when it is detected that the vehicle cannot stop at the destination point, the stop position of the autonomous vehicle is changed to a place other than the destination point.

JP 2019-168370 A

Consider a case where the destination point corresponds to a facility such as a hotel, a building, a station, an airport, or the like. Such facilities are usually provided with a carriage porch. If the facility has a porte-cochere, it is conceivable that the self-driving vehicle will stop in the pick-up and/or drop-off zone within the porte-cochere. In the following description, "boarding/alighting" is also referred to as "PUDO".

The area of the zone for PUDO is limited. Therefore, when the autonomous vehicle arrives at the entrance of the driveway, it may be found that the PUDO zone is occupied by other vehicles and there is no free space. In this case, performing the PUDO operation in a zone different from the PUDO zone may impede passage of other vehicles and pedestrians.

One object of the present invention is to provide a technology that enables a self-driving vehicle to perform a PUDO operation without interfering with the passage of other vehicles or pedestrians when there is no empty space in the PUDO zone. .

A first invention is an automatic driving system for controlling an automatic driving vehicle provided for a driverless pick-up service, and has the following features.
The automatic driving system includes an information acquisition device and a control device.
The information acquisition device acquires user information and driving environment information. The user information indicates information about the user of the driverless pick-up service. The driving environment information indicates information about the driving environment of the autonomous vehicle.
The control device performs travel control processing of the automatically driven vehicle based on the user information and the driving environment information.
The travel control process includes a vehicle approach control process. The vehicle entrance control process is performed when the user's boarding/alighting point corresponds to a vehicle entrance of a facility that includes a driving zone and a boarding/alighting zone.
The control device, in the vehicle approach control process,
determining whether or not there is an empty space in the boarding/alighting zone;
If it is determined that there is no vacant space, determining whether or not the user is expected to quickly get on and off at the carriage porch based on the user information,
When it is determined that the quick boarding/alighting is expected, the target boarding/alighting position for the boarding/alighting operation of the automatically driven vehicle is set to an arbitrary position within the travel zone.

The second invention has the following features in addition to the first invention.
When it is determined in the vehicle approach control process that the quick boarding/alighting is not expected, the control device controls the stopped vehicle that is stopped at a position within the travel zone and at the rearmost position in the boarding/alighting zone. A target standby position for waiting for the entry/exit operation of the automatically driven vehicle is set at a position upstream of the lateral position of .

The third invention has the following features in addition to the second invention.
In the vehicle approach control process, the control device further includes:
Based on the driving environment information, it is determined whether or not it is expected that the stopped vehicle that is stopped in the boarding/alighting zone will finish boarding/alighting,
When it is determined that the boarding/alighting operation of the stopped vehicle is expected to end, the target standby position is changed to a position near the lateral position of the stopped vehicle at which the end is expected and upstream of the lateral position. .

The fourth invention has the following features in addition to the first invention.
The control device, in the vehicle approach control process,
if it is determined that the quick boarding/alighting is not expected, based on the driving environment information, it is determined whether or not the stop vehicle's boarding/alighting operation that is stopped in the boarding/alighting zone is expected to end;
When it is determined that the boarding/alighting action is expected to end, the boarding/alighting action of the autonomous vehicle waits at a position near the lateral position of the stopped vehicle where the boarding/alighting action is expected to end and upstream of the lateral position. Set the target standby position to be used.

A fifth invention has the following features in any one of the second to fourth inventions.
In the vehicle approach control process, the control device further includes:
After setting the target standby position, determining whether or not the operation of entering the travel zone by the following vehicle of the automatically driven vehicle is recognized based on the driving environment information,
When it is determined that the entering motion is recognized, a travel route is set that passes through the carriageway once and returns to the carriageway.

A sixth invention has the following features in any one of the second to fourth inventions.
In the vehicle approach control process, the control device further includes:
After setting the target standby position, determining whether or not the operation of entering the travel zone by the following vehicle of the automatically driven vehicle is recognized based on the driving environment information,
When it is determined that the entry operation is recognized, determining whether a short standby at the target standby position of the automated vehicle is expected,
When it is determined that the short standby is expected, the target standby position is held.

The seventh invention has the following features in addition to the sixth invention.
The control device sets a travel route that once passes through the driveway and returns to the driveway when it is determined in the driveway control process that the short waiting is not expected.

An eighth invention has the following features in any one of the first to seventh inventions.
The target boarding/alighting position is the position closest to the entrance/exit of the facility connected to the boarding/alighting zone.

A ninth invention has the following features in any one of the first to seventh inventions.
The target boarding/alighting position is midway between the lateral positions of adjacent stopped vehicles that are stopped in the boarding/alighting zone.

A tenth invention is an automatic driving method for controlling an automatic driving vehicle provided for a driverless pick-up service, and has the following features.
The automatic driving method includes:
obtaining user information indicating information about the user of the driverless pick-up service and driving environment information indicating information about the driving environment of the autonomous vehicle;
a step of performing a travel control process for the automatically driven vehicle based on the user information and the driving environment information;
including.
The travel control process includes a drive-by control process that is performed when the user's get-on/off point corresponds to a drive-by of a facility that includes a travel zone and a get-on/off zone.
The driveway control process includes:
a step of determining whether or not there is an empty space in the boarding/alighting zone;
a step of determining whether or not the user is expected to quickly get on and off at the carriage porch based on the user information when it is determined that there is no vacant space;
setting a target boarding/alighting position for boarding/alighting operations of the automated vehicle to an arbitrary position within the travel zone when it is determined that the quick boarding/alighting is expected;
including.

The eleventh invention has the following features in addition to the tenth invention.
When it is determined that the quick boarding/alighting is not expected, the vehicle approach control process is arranged such that, when it is determined that the quick boarding/alighting is not expected, the stop vehicle stops at a position within the travel zone and at the rearmost position in the boarding/alighting zone. The method further includes setting a target standby position, at an upstream position, to wait for the entry/exit operation of the autonomous vehicle.

The twelfth invention has the following features in addition to the eleventh invention.
The driveway control process further includes:
a step of determining, based on the driving environment information, whether or not it is expected that the stopped vehicle that is stopped in the boarding/alighting zone will finish boarding/alighting;
When it is determined that the boarding/alighting operation of the stopped vehicle is expected to end, the target standby position is changed to a position near the lateral position of the stopped vehicle at which the end is expected and upstream of the lateral position. a step;
further includes

The thirteenth invention has the following features in addition to the tenth invention.
The driveway control process includes:
if it is determined that the quick boarding/alighting is not expected, based on the driving environment information, a step of determining whether or not the stop vehicle's boarding/alighting operation that is stopped in the boarding/alighting zone is expected to end;
When it is determined that the boarding/alighting action is expected to end, the boarding/alighting action of the autonomous vehicle waits at a position near the lateral position of the stopped vehicle where the boarding/alighting action is expected to end and upstream of the lateral position. setting a target standby position for
further includes

A fourteenth invention has the following features in any one of the eleventh to thirteenth inventions.
The driveway control process includes:
After setting the target standby position, a step of determining whether an operation of entering the travel zone by a vehicle following the automatically driven vehicle is recognized based on the driving environment information;
setting a travel route that once passes through the carriageway and returns to the carriageway, if it is determined that the entering motion is recognized;
further includes

A fifteenth invention has the following features in any one of the eleventh to thirteenth inventions.
The driveway control process includes:
After setting the target standby position, a step of determining whether an operation of entering the travel zone by a vehicle following the automatically driven vehicle is recognized based on the driving environment information;
Determining whether short standby at the target standby position of the automated vehicle is expected when it is determined that the entry operation is recognized;
holding the target standby position when it is determined that the short standby is expected;
further includes

The sixteenth invention has the following features in addition to the fifteenth invention.
The drive-by control process further includes a step of setting a travel route that once passes through the drive-by and returns to the drive-by when it is determined that the short waiting is not expected.

A seventeenth invention has the following features in any one of the tenth to sixteenth inventions.
The target boarding/alighting position is the position closest to the entrance/exit of the facility connected to the boarding/alighting zone.

An eighteenth invention has the following features in any one of the tenth to sixteenth inventions.
The target boarding/alighting position is midway between the lateral positions of adjacent stopped vehicles that are stopped in the boarding/alighting zone.

According to the first or tenth invention, even if there is no empty space in the boarding/alighting zone, when the user is expected to quickly board/alight, the target boarding/alighting position for performing the PUDO operation of the autonomous vehicle is within the driving zone. is set to any position of Therefore, it is possible to perform this PUDO operation while avoiding a situation in which the passage of other vehicles and pedestrians in the carriage porch is blocked.

According to the second or eleventh invention, when the user's quick getting on and off is not expected, the vehicle is located upstream of the lateral position of the stopped vehicle that is stopped at the last position in the zone for getting on and off. The position is set to the target standby position where the autonomous vehicle waits for the PUDO operation. Therefore, the automated vehicle can wait until there is an empty space in the boarding/alighting zone without getting stuck at the entrance of the driveway.

According to the third or twelfth invention, when it is expected that the boarding/alighting operation of the stopped vehicle that is stopped in the boarding/alighting zone will end, the vehicle is located in the vicinity of and from the lateral position of the stopped vehicle that is expected to end. The target standby position is changed to a position further upstream. Therefore, it is possible to start the PUDO operation of the automatically-operated vehicle immediately after starting the stopped vehicle whose boarding/alighting operation is expected to end, and to end the PUDO operation early.

According to the fourth or thirteenth invention, when it is expected that the boarding/alighting operation of the stopped vehicle that is stopped in the boarding/alighting zone will be completed, the vicinity of the lateral position of the stopped vehicle that is expected to be completed and from the lateral position. The target standby position is set at a position upstream of the . Therefore, it is possible to obtain the same effects as those of the third or twelfth aspect of the invention.

According to the fifth or fourteenth invention, after the target standby position is set, when the movement of the following vehicle to enter the travel zone is recognized, a travel route is set that passes through the driveway once and returns to the driveway. . Therefore, it is possible to wait until a vacant space appears in the boarding/alighting zone while avoiding a situation in which the passage of following vehicles entering the running zone is blocked.

According to the sixth or fifteenth invention, the target standby position is held when a short standby is expected even when the following vehicle is recognized to enter the travel zone. Therefore, it is possible to wait until a vacant space appears in the boarding/alighting zone while minimizing the situation in which the passage of following vehicles entering the running zone is blocked.

According to the seventh or sixteenth aspect of the present invention, when it is recognized that the following vehicle is entering the travel zone and short waiting is not expected, a travel route is set that passes through the carriageway once and returns to the carriageway. be. Therefore, it is possible to obtain the same effects as those of the fifth or fourteenth aspect of the invention.

According to the eighth or seventeenth invention, since the target boarding/alighting position is set at the position closest to the entrance/exit of the facility connected to the boarding/alighting zone, the distance from the target boarding/alighting position to the entrance/exit is the shortest. Therefore, it is possible to minimize the movement burden on the user accompanying the PUDO operation in the travel zone.

According to the ninth or eighteenth invention, since the target boarding/alighting position is set midway between the lateral positions of the adjacent stopped vehicles that are stopped in the boarding/alighting zone, the user can move from the target boarding/alighting position to the boarding/alighting zone. shortens the distance traveled by Therefore, it is possible to ensure the safety of the user USR accompanying the PUDO operation in the travel zone.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining the outline|summary of a driverless pick-up service. It is a figure explaining PUDO operation|movement in a driverless pick-up service. It is a figure explaining the characteristic of 1st Embodiment. It is a figure explaining the characteristic of 1st Embodiment. It is a figure explaining the characteristic of 1st Embodiment. 1 is a block diagram showing a configuration example of an automatic driving system; FIG. 4 is a block diagram showing an example of driving environment information; FIG. 4 is a block diagram showing an example of user information; FIG. 6 is a flow chart showing the flow of a vehicle approach control process according to the first embodiment; It is a figure explaining the characteristic of the 1st example of 2nd Embodiment. It is a figure explaining the characteristic of the 2nd example of 2nd Embodiment. It is a figure explaining the characteristic of the 3rd example of 2nd Embodiment. FIG. 11 is a flow chart showing the flow of a vehicle approach control process according to the first example of the second embodiment; FIG. FIG. 11 is a flow chart showing the flow of a vehicle approach control process according to a second example of the second embodiment; FIG. It is a figure explaining the characteristic of the 1st example of 3rd Embodiment. It is a flow chart which shows the flow of the vehicle approach control processing concerning the 1st example of a 3rd embodiment. FIG. 11 is a flow chart showing the flow of a vehicle approach control process according to a second example of the third embodiment; FIG.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

1. First Embodiment First, a first embodiment of the present invention will be described with reference to FIGS. Note that the automatic driving method according to the first embodiment is realized by the automatic driving system according to the first embodiment.

1-1. Overview 1-1-1. Driverless Pick-up Service FIG. 1 is a diagram illustrating an outline of a driverless pick-up service. The automatically driven vehicle 1 shown in FIG. 1 autonomously travels along a travel route from the departure point of the automatically driven vehicle 1 to the destination point without depending on the driving operation by the driver. Examples of the automatic driving vehicle 1 include an unmanned taxi and an unmanned bus.

In the present application, the case where the destination of the automatic driving vehicle 1 corresponds to a facility equipped with a carriage porch (CRP) is considered. Examples of such facilities include hotels, buildings, stations and airports. The driveway CRP has an entrance ENT and an exit EXT that lead to the public road PBR. The driveway CRP is a one-way street. In other words, the traveling direction of the driveway CRP vehicles (all vehicles including the automatically driven vehicle 1) is determined in advance. "Upstream" and "downstream" in the driveway CRP are defined in terms of their direction of travel.

FIG. 2 is a diagram explaining the PUDO operation in the driverless pick-up service. The driveway CRP is roughly divided into a zone ZFV (Zone For Vehicle) for vehicles and a zone ZFP (Zone for Pedestrian) for pedestrians. Zone ZFP is formed at a position one step higher than zone ZFV, thereby clearly distinguishing the boundary between the two. The zone ZFV includes a running zone ZFR (Zone For Run) and a PUDO zone ZFPD (Zone For PUDO). An example of the boundary between zone ZFR and zone ZFPD is indicated by a dashed line in FIG. However, this boundary need not be drawn on the road surface of the driveway CRP. In this case, with reference to the position of the boundary between zone ZFP and zone ZFV, that of zone ZFR and zone ZFPD is determined.

In the driverless pick-up service, the PUDO operation is performed at a position close to the entrance/exit DRW (Doorway) of the facility as in a typical pick-up service. At least, a PUDO operation is performed somewhere within the zone ZFPD. The control of the automatically driven vehicle 1 related to the PUDO operation is performed according to the "car pull-out control process". The driveway control process is executed as part of the "running control process". The travel control process is a process executed so that the automatically driven vehicle 1 autonomously travels along a travel route from its starting point to its destination point. When the destination point of the automatically driven vehicle 1 corresponds to a facility equipped with a driveway CRP, "travel control processing" is executed on the travel route on the public road PBR from the departure point to the entrance ENT. Then, after the automatically driven vehicle 1 reaches the entrance ENT, the "car porch control process" is executed.

If the pick-up point of the user USR corresponds to a facility with a carriage porch CRP, the pick-up operation is performed at any position within the zone ZFPD. After that, the self-driving vehicle 1 departs for the drop-off point of the user USR. If the user USR's drop-off point corresponds to a facility with a carriage porch CRP, the drop-off operation is performed at any position within the zone ZFPD. After that, the self-driving vehicle 1 departs for another destination point (for example, a pick-up point for another user USR, a waiting point for a driverless pick-up service). While the automatic driving vehicle 1 is stopped, the drop-off operation of the user USR and the pick-up operation of another user USR may be continuously performed.

An automated driving system 100 shown in FIG. 1 controls an automated driving vehicle 1 . Typically, the automatic driving system 100 is installed in the automatic driving vehicle 1. A part of the functions of the autonomous driving system 100 may be arranged outside the autonomous driving vehicle 1, whereby the autonomous driving vehicle 1 may be controlled remotely.

The automated driving system 100 controls the automated driving vehicle 1 to enter the zone ZFV from the entrance ENT. The automated driving system 100 also controls the automated driving vehicle 1 to stop in the zone ZFPD. When the autonomous vehicle 1 stops, the autonomous driving system 100 opens the door of the autonomous vehicle 1 . The user USR gets off the automatically driven vehicle 1 or gets into the automatically driven vehicle 1 . After that, the automated driving system 100 closes the door of the automated driving vehicle 1 . Then, the automated driving system 100 controls the automated driving vehicle 1 to leave the zone ZFV and head toward the exit EXT.

1-1-2. Features of First Embodiment FIGS. 3 to 5 are diagrams for explaining features of the first embodiment. The PUDO operation described in FIG. 2 is performed on the premise that there is an empty space SFPD (Space For PUDO) in the zone ZFPD. However, since the area of the driveway CRP is limited, it is assumed that the zone ZFPD is filled with stopped vehicles 2 . A case may be assumed in which the zone ZFPD is filled with stopped vehicles 2 during a time period when visitors to the facility concentrate. In such a case, it is difficult for the automatic driving vehicle 1 to perform the PUDO operation normally.

Therefore, in the first embodiment, it is determined whether or not the zone ZFPD is filled with stopped vehicles 2 when the automatically driven vehicle 1 reaches the entrance ENT in the driveway control process. Then, when it is determined that the zone ZFPD is filled with stopped vehicles 2, it is determined whether or not a quick PUDO is expected. “Quick PUDO” means that the time required for the PUDO operation of the autonomous vehicle 1 is completed in a short time. The required time is calculated based on information about the user USR (hereinafter also referred to as "user information").

In the vehicle approach control process, when it is determined that a quick PUDO is expected, the target position TSPD for performing the PUDO operation of the automatically driven vehicle 1 is set to an arbitrary position within the zone ZFR. When the target position TSPD is set, the automatically driven vehicle 1 stops at the target position TSPD and performs the PUDO operation.

FIG. 4 is a diagram illustrating a first setting example of the target position TSPD. In the example shown in FIG. 4, the target position TSPD is set at the position closest to the entrance/exit DRW. By setting the target position TSPD at such a position, the distance from the position where the PUDO operation of the autonomous vehicle 1 is performed to the entrance/exit DRW is the shortest. Therefore, it is possible to minimize the movement burden of the user USR accompanying the quick PUDO.

FIG. 5 is a diagram illustrating a second setting example of the target position TSPD. In the example shown in FIG. 5, the target position TSPD is set midway between the lateral positions of the stopped vehicles 2 adjacent to each other. By setting the target position TSPD at such an intermediate position, the distance traveled by the user USR between the position where the PUDO operation of the autonomous vehicle 1 is performed and the zone ZFPD is shortened. Therefore, it is possible to ensure the safety of the user USR associated with quick PUDO.

1-2. Automatic driving system 1-2-1. Configuration Example FIG. 6 is a block diagram showing a configuration example of the automatic driving system 100. As shown in FIG. As shown in FIG. 6, the automatic driving system 100 includes a sensor group 10, a traveling device 20, a communication device 30 and a control device 40.

The sensor group 10 is mounted on the automatic driving vehicle 1 . Sensor group 10 includes position sensor 11 , vehicle state sensor 12 and recognition sensor 13 . The position sensor 11 detects the position and orientation of the automatic driving vehicle 1 . A GPS (Global Positioning System) sensor is exemplified as the position sensor 11 . A vehicle state sensor 12 detects the state of the automatically driven vehicle 1 . A vehicle speed sensor, a yaw rate sensor, a lateral acceleration sensor, and a steering angle sensor are exemplified as the vehicle state sensor 12 . The recognition sensor 13 recognizes (detects) a situation around the automatically driven vehicle 1 . Examples of the recognition sensor 13 include a camera, radar and lidar (LIDAR: Laser Imaging Detection and Ranging).

The traveling device 20 is mounted on the automatic driving vehicle 1 . Traveling device 20 includes a steering device, a driving device, and a braking device. The steering device steers the wheels of the automatic driving vehicle 1 . For example, the steering system includes a power steering (EPS: Electric Power Steering) system. A driving device is a power source that generates a driving force. An engine, an electric motor, and an in-wheel motor are exemplified as the driving device. A braking device generates a braking force.

The communication device 30 communicates with the outside of the automatic driving system 100 . For example, the communication device 30 communicates with a management server that manages a driverless pick-up service. As another example, the communication device 30 communicates with a terminal owned by the user USR (eg, smart phone, tablet, personal computer).

The control device 40 controls the automatic driving vehicle 1 . Typically, the control device 40 is a microcomputer mounted on the autonomous vehicle 1 . The control device 40 is also called an ECU (Electronic Control Unit). The control device 40 may be an information processing device external to the automatic driving vehicle 1 . In this case, the control device 40 communicates with the automatically driven vehicle 1 and remotely controls the automatically driven vehicle 1 .

The control device 40 has a processor 41 and a storage device 42 . The processor 41 executes various processes. Various information is stored in the storage device 42 . A volatile memory and a non-volatile memory are exemplified as the storage device 42 . Various processes by the processor 41 (control device 40) are realized by the processor 41 executing a control program, which is a computer program. The control program is stored in the storage device 42 or recorded in a computer-readable recording medium.

The processor 41 executes travel control processing. The traveling control process includes steering control process, acceleration control process and deceleration control process. The processor 41 controls the travel device 20 by executing travel control processing. Specifically, the processor 41 controls the steering device by executing steering control processing. The processor 41 also controls the driving device by executing acceleration control processing. The processor 41 also controls the braking device by executing deceleration control processing.

The processor 41 also acquires driving environment information 43 indicating the driving environment of the automatically driven vehicle 1 . The driving environment information 43 is acquired based on the detection results from the sensor group 10 . The acquired driving environment information 43 is stored in the storage device 42 .

FIG. 7 is a block diagram showing an example of the driving environment information 43. As shown in FIG. As shown in FIG. 7 , the driving environment information 43 includes vehicle position information 431 , vehicle state information 432 , surrounding situation information 433 and map information 434 .

The vehicle position information 431 is information indicating the position and orientation of the automatically driven vehicle 1 in the absolute coordinate system. The processor 41 acquires vehicle position information 431 from the detection result of the position sensor 11 . Also, the processor 41 may acquire more accurate vehicle position information 431 by well-known localization.

The vehicle state information 432 is information indicating the state of the automatically driven vehicle 1 . Vehicle speed, yaw rate, lateral acceleration, and steering angle are exemplified as the state of the autonomous vehicle 1 . The processor 41 acquires the vehicle state information 432 from the detection result by the vehicle state sensor 12 .

The surrounding situation information 433 is information indicating the surrounding situation of the automatic driving vehicle 1 . Surrounding information 433 includes information obtained by recognition sensor 13 . For example, the surrounding situation information 433 includes image information indicating the surrounding situation of the automatic driving vehicle 1 captured by a camera. As another example, the surrounding situation information 433 includes measurement information measured by radar or lidar. Further, the peripheral situation information 433 includes object information related to objects around the autonomous vehicle 1 . Examples of objects around the automatic driving vehicle 1 include other vehicles, pedestrians, signs, white lines, and roadside structures (for example, guardrails and curbs). The object information indicates the relative position of the target with respect to the automatic driving vehicle 1 . For example, by analyzing image information obtained by a camera, an object can be identified and the relative position of the object can be calculated. It is also possible to identify an object and obtain the relative position of the object based on the radar measurement information.

The map information 434 is information indicating lane layout and road shape. Map information 434 includes general navigation maps. The processor 41 acquires map information 434 of the required area from the map database. The map database may be stored in a predetermined storage device mounted on the automatic driving vehicle 1 or may be stored in a management server outside the automatic driving vehicle 1 . In the latter case, the processor 41 communicates with the management server via the communication device 30 to acquire the necessary map information 434 .

The driveway information 435 is information indicating the structure, position and range of the driveway CRP. For example, the driveway information 435 is registered in advance in the map database. As another example, the driveway information 435 may be provided by the facility when the autonomous vehicle 1 approaches the facility. In this case, the processor 41 communicates with the facility via the communication device 30 and acquires the driveway information 435 regarding the facility. Although the actual carriageway CRP is not clear, the structure, position and range of the carriageway CRP are clearly defined on the map data.

Returning to FIG. 6, the description of the configuration example of the automatic driving system 100 is continued. The processor 41 acquires user information 44 regarding the user USR who wishes to use the driverless pick-up service. The user information 44 is provided via the communication device 30 from the management server. The acquired user information 44 is stored in the storage device 42 .

FIG. 8 is a block diagram showing an example of user information 44. As shown in FIG. As shown in FIG. 8, the user information 44 includes ID information 441 , pick-up information 442 and history information 443 .

The ID information 441 is information registered in the management server for use of the driverless pick-up service. The ID information 441 includes personal data and facial photograph data of the user USR. The personal data includes the ID number of the user USR and the data of those to whom the priority seating conditions apply (eg, the elderly, pregnant women, people with infants and persons with disabilities). The ID number and face photo data are used for user authentication by the management server or the automatic driving vehicle 1 . The priority seat condition data is used for quick PUDO probability determination. Probability determination will be described later.

The pick-up information 442 is information that the user USR transmits to the management server when using the driverless pick-up service. Pick-up information 442 includes pick-up and drop-off point data. Pick-up information 442 also includes pick-up time data. The pick-up point data may be determined from the location information of the user USR's terminal. Drop-off point data may also be specified by the user USR after the pick-up operation. The pick-up information 442 also includes data on the number of people using the driverless pick-up service. The pick-up information 442 also includes data regarding whether or not the luggage compartment of the automatic driving vehicle 1 is used. Part of the data of the pick-up information 442 is used for probability determination.

The history information 443 is information indicating the usage history of the driverless pick-up service. The history information 443 includes the transportation information of the user USR who has sent the transportation information 442 to the management server. The history information 443 includes data on the total number of times the driverless pick-up service has been used. Data of the history information 443 is used for probabilities determination.

The processor 41 also executes a vehicle approach control process. The vehicle approach control processing includes steering control processing, acceleration control processing, and deceleration control processing. The vehicle approach control process according to the first embodiment will be described below.

1-2-2. Vehicle Porch Control Processing FIG. 9 is a flowchart showing the flow of the vehicle porch control processing according to the first embodiment. It should be noted that the operating environment information 43 described with reference to FIG. 7 is updated at regular cycles in another processing flow.

In the routine shown in FIG. 9, the processor 41 determines whether or not the automatically driven vehicle 1 has arrived at the entrance ENT (step S11). The position of the automatically driven vehicle 1 is identified based on the vehicle position information 431. FIG. The position and range of the driveway CRP are identified based on the driveway information 435 . Based on the vehicle position information 431 and the driveway information 435, the processor 41 determines whether or not the automatically driven vehicle 1 has reached the entrance ENT. If the determination result of step S11 is negative, the processor 41 terminates the current process.

When the determination result of step S11 is affirmative, the processor 41 determines whether or not there is an empty space SFPD in the zone ZFPD (step S12). The situation of the driveway CRP is specified based on the surrounding situation information 433 . The range of the driveway CRP is specified based on the driveway information 435 . Based on the surrounding situation information 433 and the car park information 435, the processor 41 determines whether or not there is an empty space SFPD in the zone ZFPD.

If the determination result of step S12 is affirmative, processor 41 sets target position TSPD within zone ZFPD (step S13). Then, the processor 41 controls the automatically driven vehicle 1 so that the automatically driven vehicle 1 travels along the travel route from the entrance ENT to the target position TSPD. The processor 41 also controls the automatically driven vehicle 1 so that the PUDO operation of the automatically driven vehicle 1 is performed at the target position TSPD. After that, the automatically driven vehicle 1 is controlled to start and go to the exit EXT.

When the determination result of step S12 is negative, the processor 41 determines whether or not a quick PUDO is expected (step S14). That is, in step S14, a quick PUDO probability determination is performed. In probability determination, it is determined whether or not the following conditions (i) to (v) are satisfied. For example, if all of these conditions are met, processor 41 determines that a quick PUDO is likely. As another example, if at least one of conditions (ii)-(v) and condition (i) are met, processor 41 determines that a quick PUDO is likely.
(i) User USR does not fall under the priority seat condition (ii) User USR does not use the luggage compartment (iii) The number of users of the service including user USR is small (for example, 2 or less)
(iv) User USR is accustomed to using the service (v) User USR does not need to use an umbrella

Whether or not condition (i) is satisfied is determined based on the ID information 441 . Whether conditions (ii) or (iii) are met is determined based on the pick-up information 442 . Whether or not condition (iv) is satisfied is determined based on history information 443 . For example, if the total number of times the driverless pick-up service has been used is equal to or greater than a predetermined number of times (eg, three times), it is determined that the condition (iv) is satisfied. Condition (v) is determined based on the driveway information 435 . As the driveway information 435 in this case, information as to whether or not the driveway CRP has a roof is exemplified.

The determination of condition (iv) may be made based on a combination of pick-up information 442 and history information 443 . For example, if the pick-up point (or drop-off point) included in the pick-up information 442 is also included in the history information 443, it is determined that condition (iv) is satisfied. Condition (v) may be determined based on weather information (for example, it is sunny or cloudy).

In another example of step S<b>14 , processor 41 predicts PUDO time based on user information 44 . The PUDO time is calculated using, for example, a model formula in which individual PUDO times set according to conditions (i) to (v) are variables. Then, if the predicted PUDO time is less than the allowable time, processor 41 determines that a quick PUDO is likely. The permissible time is set in advance as a time (for example, several tens of seconds to 1 minute) during which the PUDO operation is allowed to continue, assuming that the PUDO operation in the zone ZFR interferes with the passage of other vehicles and pedestrians. It is The permissible time may be changed in consideration of the area of the driveway CRP, the time period when the automatically driven vehicle 1 arrives at the entrance ENT, and the like.

If the determination result of step S14 is affirmative, processor 41 sets target position TSPD to an arbitrary position within zone ZFR (step S15). The processing after setting the target position TSPD is the same as that in step S13.

When the determination result of step S14 is negative, the processor 41 sets the target position TSWT for the standby operation of the automatically driven vehicle 1 to the entrance ENT (step S16). In this case, the automatically driven vehicle 1 waits at the entrance ENT until the determination result of step S12 becomes affirmative in subsequent routine processing. That is, the automatically driven vehicle 1 waits at the entrance ENT until it is determined that there is an empty space SFPD in the zone ZFPD.

1-3. Effect According to the first embodiment described above, in the vehicle approach control process, if there is no empty space SFPD in the zone ZFPD, the possibility determination is performed. Then, when the result of the probability determination is affirmative, the PUDO operation of the automatically driven vehicle 1 is performed at an arbitrary position within the zone ZFR. Therefore, even if there is no empty space SFPD in the zone ZFPD, it is possible to perform the PUDO operation of the automatic driving vehicle 1 while avoiding a situation in which the passage of other vehicles and pedestrians in the driveway CRP is blocked.

2. Second Embodiment Next, a second embodiment of the present invention will be described with reference to FIGS. The automatic driving method according to the second embodiment is realized by the automatic driving system according to the second embodiment. Further, in the following, explanations that overlap with the explanation of the first embodiment will be omitted as appropriate.

2-1. Overview In the first embodiment, the target position TSWT is set to the entrance ENT when the result of the probability determination is negative. In contrast, in the second embodiment, when the result of the probability determination is negative, the target position TSWT is set at a position different from the entrance ENT. Several examples of the second embodiment are described below.

2-1-1. First Example FIG. 10 is a diagram illustrating features of a first example of the second embodiment. As shown in FIG. 10, in the first example, there is no free space SFPD in zone ZFPD. Therefore, the result of the probability determination is negative. In the first example, the target position TSWT is set within the zone ZFR and upstream of the lateral position of the stopped vehicle 3 . The stopped vehicle 3 corresponds to the stopped vehicle 2 that is stopped at the rearmost position of the zone ZFPD.

By setting the target position TSWT at such a position, the automatically driven vehicle 1 can wait until an empty space SFPD appears in the zone ZFPD without getting stuck at the entrance ENT. In addition, it is possible to avoid hindering the running of the stopped vehicle 2 (including the stopped vehicle 3) after starting. In addition, compared to the case where the target position TSWT is set at the entrance ENT, it is possible to end the PUDO operation of the automatically driven vehicle 1 earlier.

2-1-2. Second Example FIG. 11 is a diagram illustrating features of a second example of the second embodiment. As in the first example, in the second example there is no free space SFPD in zone ZFPD. Therefore, the result of the probability determination is negative. In the second example, it is determined whether or not the stopped vehicle 4 is detected when the result of the probability determination is negative. The stopped vehicle 4 corresponds to the stopped vehicle 2 whose PUDO operation is expected to end. Hereinafter, for convenience of explanation, the determination as to whether or not the stopped vehicle 4 is detected will also be referred to as the “termination prospect determination”. Then, if the result of the end possibility determination is affirmative, the target position TSWT is set within the zone ZFR and at a position upstream of the lateral position of the stopped vehicle 4 .

By setting the target position TSWT at such a position, the automatically driven vehicle 1 can wait until an empty space SFPD appears in the zone ZFPD without getting stuck at the entrance ENT. Further, immediately after the stopped vehicle 4 starts moving, it is possible to set the target position TSPD of the automatically driven vehicle 1 within the zone ZFPD. Therefore, compared to the case where the target position TSWT is set at the entrance ENT, it is possible to end the PUDO operation of the automatically driven vehicle 1 earlier.

2-1-3. Third Example FIG. 12 is a diagram illustrating features of a third example of the second embodiment. In the third example, after setting the target position TSWT described in the first example, the possibility of termination determination described in the second example is performed. Then, if the result of the end possibility determination is affirmative, the target position TSWT is changed. Thus, in the third example, there are cases where the target position TSWT is set twice. However, by setting the target position TSWT in this way, it is possible to enjoy the effects of the first and second examples.

2-2. Automatic driving system 2-2-1. First Example of Porch Control Processing FIG. 13 is a flow chart showing the flow of the porch control processing according to the first example of the second embodiment. The processing flow of the routine shown in FIG. 13 is basically the same as that explained in FIG. Therefore, below, the process performed when the determination result of step S14 is negative is demonstrated.

If the determination result in step S14 is negative, processor 41 sets target position TSWT at a position within zone ZFR and upstream of the lateral position of stopped vehicle 3 (step S21). The lateral position of the stopped vehicle 3 is set, for example, based on the detection position of the rear portion or the front portion of the stopped vehicle 3 . Information on the detected position of the stopped vehicle 3 is included in the surrounding situation information 433 . An example of the upstream position from the lateral position of the stopped vehicle 3 is a position away from the lateral position by a predetermined distance (for example, 1 to 3 m) toward the entrance ENT.

2-2-2. Second Example of Porch Control Processing FIG. 14 is a flow chart showing the flow of the porch control processing according to the second example of the second embodiment. The routine shown in FIG. 14 is performed following the process of step S14 in FIG. Note that the processes of steps S11 to S13 and S15 are performed as described with reference to FIG.

When the determination result of step S14 is negative, the processor 41 determines whether or not the stopped vehicle 4 is detected (step S22). As already explained, the stopped vehicle 4 corresponds to the stopped vehicle 2 for which the PUDO operation is expected to end. For example, when the start motion is detected, the end of the PUDO motion of the stopped vehicle 2 is expected. As another example, when the lighting operation of the direction indicator is detected, the end of the PUDO operation of the stopped vehicle 2 is expected. As another example, when the closing motion of the door is detected, the end of the PUDO motion of the stopped vehicle 2 is expected. As yet another example, when the headlight lighting operation is detected at night, it is expected that the PUDO operation of the stopped vehicle 2 will end. Information on various operations is included in the peripheral situation information 433 . For detecting various motions, for example, a determination model constructed based on the feature amount of image information is used.

If the determination result in step S22 is affirmative, processor 41 sets target position TSWT at a position within zone ZFR and upstream of the lateral position of stopped vehicle 4 (step S23). A setting example of the lateral position of the stopped vehicle 4 is the same as that of the stopped vehicle 3 described with reference to FIG.

After step S23, the processor 41 determines whether or not the stopped vehicle 4 has moved outside the zone ZFPD (step S24). Movement of the stopped vehicle 4 is determined based on the detected position of the rear portion or the front portion of the stopped vehicle 4 . Information on the detected position of the stopped vehicle 4 is included in the surrounding situation information 433 . If the detected position of the stopped vehicle 4 is outside the zone ZFPD, the processor 41 determines that the stopped vehicle 4 has moved outside the zone ZFPD.

When the determination result of step S24 is affirmative, the processor 41 performs the process of step S15. The processing of step S15 is as described with reference to FIG.

When the determination result of step S22 is negative, the processor 41 performs the process of step S16. The processing of step S16 is as described with reference to FIG.

2-2-3. Third Example of Vehicle Porch Control Processing The descriptions of FIGS. 13 and 14 are appropriately used for the flow of the vehicle porch control processing according to the third example of the second embodiment. Specifically, the processor 41 performs the processes after step S22 described with reference to FIG. 14, following the process of step S21 described with reference to FIG. This explains the flow of the vehicle approach control process according to the third example.

2-3. Effect According to the second embodiment described above, the target position TSWT is set at a position within the zone ZFR and different from the entrance ENT in the vehicle approach control process. Therefore, the automatically driven vehicle 1 can wait until the empty space SFPD appears in the zone ZFPD without getting stuck at the entrance ENT.

Further, according to the first example, it is possible to avoid hindering the running of the stopped vehicle 2 (including the stopped vehicle 3) after starting. Also, according to the first example, the PUDO operation of the automatically driven vehicle 1 can be terminated earlier than when the target position TSWT is set at the entrance ENT. This point is the same for the second example. That is, according to the second example, the PUDO operation of the automatically driven vehicle 1 is started immediately after the stopped vehicle 3 is started and the PUDO operation is expected to end, and the PUDO operation of the automatically driven vehicle 1 is ended earlier. becomes possible. This will lead to an improvement in the convenience of the driverless pick-up service. According to the third example, it is possible to enjoy the effects of the first and second examples.

3. Third Embodiment Next, a third embodiment of the present invention will be described with reference to FIGS. 15-17. The automatic driving method according to the third embodiment is realized by the automatic driving system according to the third embodiment. Further, in the following, explanations that overlap with the explanations of the first and second embodiments will be omitted as appropriate.

3-1. Overview In the first and second embodiments, the target position TSWT is set when the result of the probability determination is negative. Further, when setting the target position TSWT, a determination of the likelihood of completion was made. In the third embodiment, after setting the target position TSWT, it is determined whether or not a following vehicle is detected. The trailing vehicle is a vehicle behind which the automatically driven vehicle 1 detects that it is entering the zone ZFR. Hereinafter, for convenience of explanation, the determination as to whether or not a following vehicle is detected is also referred to as "following vehicle determination". Some examples of the third embodiment are described below.

3-1-1. First Example FIG. 15 is a diagram illustrating features of a first example of the third embodiment. As shown in FIG. 15, in the first example, there is no empty space SFPD in zone ZFPD. Therefore, the result of the probability determination is negative. This premise is the same as that of the first to third examples of the second embodiment.

In the first example shown in FIG. 15, the target position TSWT is set at the entrance ENT. Also, in the first example, the following vehicle 5 is detected by the automatically driven vehicle 1 . Therefore, the result of the following vehicle determination is affirmative. In the first example, a travel route is set that once passes through the driveway CRP and returns to the driveway CRP. This travel route includes a route on a public road PBR. By setting such a travel route, it is possible to wait until an empty space SFPD appears in the zone ZFPD while avoiding a situation where the passage of the following vehicle 5 entering the zone ZFR is blocked.

3-1-2. Second Example A case is assumed in which the purpose of the entry operation of the following vehicle 5 is the PUDO operation within the driveway CRP. Therefore, in the second example of the third embodiment, when the result of the following vehicle determination is affirmative, it is determined whether or not the automatic driving vehicle 1 is expected to be in short standby. “Short standby” means that the time required for the standby operation of the automatically driven vehicle 1 ends in a short period of time. Hereinafter, for convenience of explanation, the determination as to whether or not a short standby is expected is also referred to as "short standby determination".

Short standby determination is made based on whether or not the stopped vehicle 4 described with reference to FIG. 11 is detected. As already explained, the stopped vehicle 4 corresponds to the stopped vehicle 2 for which the PUDO operation is expected to end. Therefore, the fact that the stopped vehicle 4 is detected means that the self-driving vehicle 1 is expected to perform a PUDO operation in the near future. If so, it is more efficient to wait for this future PUDO operation opportunity than to once pass through the driveway CRP as in the first example described in FIG. Therefore, in the second example, the target position TSWT is held when the result of the short standby determination is affirmative. By holding the target position TSWT, it is possible to wait until an empty space SFPD appears in the zone ZFPD while minimizing the situation where the passage of the following vehicle 5 entering the zone ZFR is blocked.

3-2. Automatic driving system 3-2-1. First Example of Porch Control Processing FIG. 16 is a flow chart showing the flow of the porch control processing according to the first example of the third embodiment. The routine shown in FIG. 16 is performed following the process of step S16 in FIG. It should be noted that the processes of steps S11 to S15 are performed as described with reference to FIG. Also, the routine shown in FIG. 16 may be performed following the process of step S21 of FIG. 13 or the process of step S25 of FIG.

After step S16, the processor 41 determines whether or not the following vehicle 5 is detected (step S31). As already explained, the following vehicle 5 is a vehicle that performs an operation to enter the zone ZFR behind the automatically driven vehicle 1 . Detection of the following vehicle 5 is performed, for example, based on the inter-vehicle distance to the automatically driven vehicle 1 . As another example, when a vehicle is detected that turns on the direction indicator in the direction of entering the driveway CRP, the vehicle is recognized as the following vehicle 5 . Information on the following distance is calculated separately based on the surrounding situation information 433 . For example, the determination model described above is used to detect the lighting operation of the direction indicator.

If the determination result of step S31 is affirmative, the processor 41 sets the travel route (step S32). This travel route is a route that once passes through the driveway CRP and returns to the driveway CRP. Then, the processor 41 controls the automatically driven vehicle 1 so that the automatically driven vehicle 1 travels along this travel route. The process performed after the automatically driven vehicle 1 reaches the entrance ENT is as described with reference to FIG.

If the determination result of step S31 is negative, processor 41 holds target position TSWT (step S33). That is, when the process of step S33 is performed, the entrance ENT continues to be set as the target position TSWT.

3-2-2. Second Example of Porch Control Processing FIG. 17 is a flow chart showing the flow of the porch control processing according to the second example of the third embodiment. The processing flow of the routine shown in FIG. 17 is basically the same as that explained in FIG. Therefore, below, the process performed when the determination result of step S31 is affirmative is demonstrated.

When the determination result of step S31 is affirmative, the processor 41 determines whether short standby is expected (step S34). The processing of step S34 is the same as that of step S22 in FIG. That is, in step S34, it is determined whether or not the stopped vehicle 4 is detected. Then, when the determination result of step S34 is negative, the process of step S35 is performed. The processing of step S35 is the same as the processing of step S32 in FIG.

3-3. Effects According to the third embodiment described above, following vehicle determination is performed after the target position TSWT is set in the vehicle approach control process. Then, according to the first example, when the result of the following vehicle determination is affirmative, a travel route is set that passes through the driveway CRP once and returns to the driveway CRP. Therefore, it is possible to wait until an empty space SFPD appears in the zone ZFPD while avoiding a situation in which the passage of the following vehicle 5 entering the zone ZFR is blocked.

On the other hand, according to the second example, when the result of the following vehicle determination is affirmative, the short standby determination is performed. Then, when the result of the short standby determination is affirmative, the target position TSWT is held. Otherwise, the travel route described in the first example is set. Therefore, it is possible to wait until an empty space SFPD appears in the zone ZFPD while minimizing the situation where the following vehicle 5 entering the zone ZFR is obstructed. In addition, it is possible to avoid the user USR waiting for the PUDO operation of the automatically driven vehicle 1 to feel uncomfortable when the automatically driven vehicle 1 passes the driveway CRP. This will lead to an improvement in the convenience of the driverless pick-up service.

1 Autonomous Driving Vehicle 2, 3, 4 Stopped Vehicle 5 Following Vehicle 40 Control Device 41 Processor 42 Storage Device 43 Driving Environment Information 44 User Information 100 Autonomous Driving System CRP Carriage Porch DRW Facility Entrance/Exit SFPD Empty Space TSPD Target for PUDO Operation Position (target boarding/alighting position)
TSWT Target position for standby operation (target standby position)
ZFP Zone for pedestrians ZFPD Zone for PUDO ZFR Zone for driving ZFV Zone for vehicles

Claims (18)

An automated driving system that controls an automated vehicle provided for a driverless pick-up service,
an information acquisition device for acquiring user information indicating information about the user of the driverless pick-up service and driving environment information indicating information about the driving environment of the autonomous vehicle;
a control device that performs travel control processing of the automatically driven vehicle based on the user information and the driving environment information;
with
The travel control process includes a drive-by control process that is performed when the user's boarding/alighting point corresponds to a drive-by of a facility that includes a driving zone and a boarding/alighting zone,
The control device, in the vehicle approach control process,
determining whether or not there is an empty space in the boarding/alighting zone;
If it is determined that there is no vacant space, determining whether or not the user is expected to quickly get on and off at the carriage porch based on the user information,
An automatic driving system, wherein, when it is determined that the quick boarding/alighting is expected, a target boarding/alighting position for boarding/alighting the automatically driven vehicle is set to an arbitrary position within the travel zone. The automatic driving system according to claim 1,
When it is determined in the vehicle approach control process that the quick boarding/alighting is not expected, the control device controls the stopped vehicle that is stopped at a position within the travel zone and at the rearmost position in the boarding/alighting zone. An automatic driving system, wherein a target standby position for waiting for the getting on and off operation of the automatically driven vehicle is set at a position upstream of the lateral position of the automatic driving system. The automatic driving system according to claim 2,
In the vehicle approach control process, the control device further includes:
Based on the driving environment information, it is determined whether or not it is expected that the stopped vehicle that is stopped in the boarding/alighting zone will finish boarding/alighting,
When it is determined that the boarding/alighting operation of the stopped vehicle is expected to end, the target standby position is changed to a position near the lateral position of the stopped vehicle at which the end is expected and upstream of the lateral position. An automatic driving system characterized by The automatic driving system according to claim 1,
The control device, in the vehicle approach control process,
if it is determined that the quick boarding/alighting is not expected, based on the driving environment information, it is determined whether or not the stop vehicle's boarding/alighting operation that is stopped in the boarding/alighting zone is expected to end;
When it is determined that the boarding/alighting action is expected to end, the boarding/alighting action of the autonomous vehicle waits at a position near the lateral position of the stopped vehicle where the boarding/alighting action is expected to end and upstream of the lateral position. An automatic driving system characterized by setting a target standby position to be used. The automatic driving system according to any one of claims 2 to 4,
In the vehicle approach control process, the control device further includes:
After setting the target standby position, determining whether or not the operation of entering the travel zone by the following vehicle of the automatically driven vehicle is recognized based on the driving environment information,
An automatic driving system characterized in that, when it is determined that the entering motion is recognized, a travel route is set that passes through the carriageway once and returns to the carriageway. The automatic driving system according to any one of claims 2 to 4,
In the vehicle approach control process, the control device further includes:
After setting the target standby position, determining whether or not the operation of entering the travel zone by the following vehicle of the automatically driven vehicle is recognized based on the driving environment information,
When it is determined that the entry operation is recognized, determining whether a short standby at the target standby position of the automated vehicle is expected,
The automatic driving system, wherein the target standby position is maintained when it is determined that the short standby is expected. The automatic driving system according to claim 6,
The automatic driving system, wherein the control device sets a travel route that once passes through the driveway and returns to the driveway when it is determined in the driveway control process that the short waiting is not expected. The automatic driving system according to any one of claims 1 to 7,
The automatic driving system, wherein the target boarding/alighting position is a position closest to an entrance/exit of the facility connected to the boarding/alighting zone. The automatic driving system according to any one of claims 1 to 7,
The automatic driving system, wherein the target boarding/alighting position is intermediate between lateral positions of adjacent stopped vehicles that are stopped in the boarding/alighting zone. An automated driving method for controlling an automated driving vehicle provided for a driverless pick-up service,
obtaining user information indicating information about the user of the driverless pick-up service and driving environment information indicating information about the driving environment of the autonomous vehicle;
a step of performing a travel control process for the automatically driven vehicle based on the user information and the driving environment information;
including
The travel control process includes a drive-by control process that is performed when the user's boarding/alighting point corresponds to a drive-by of a facility that includes a driving zone and a boarding/alighting zone,
The driveway control process includes:
a step of determining whether there is an empty space in the boarding/alighting zone;
a step of determining whether or not the user is expected to quickly get on and off at the carriage porch based on the user information when it is determined that there is no vacant space;
a step of setting a target boarding/alighting position for boarding/alighting operations of the automated vehicle to an arbitrary position within the travel zone when it is determined that the quick boarding/alighting is expected;
An automatic driving method comprising: The automatic driving method according to claim 10,
When it is determined that the quick boarding/alighting is not expected, the vehicle approach control process is arranged such that, when it is determined that the quick boarding/alighting is not expected, the stop vehicle stops at a position within the travel zone and at the rearmost position in the boarding/alighting zone. An automatic driving method, further comprising the step of setting a target standby position at an upstream position for waiting for the entry/exit operation of the automatic driving vehicle. The automatic driving method according to claim 11,
The driveway control process further includes:
a step of determining, based on the driving environment information, whether or not it is expected that the stopped vehicle that is stopped in the boarding/alighting zone will finish boarding/alighting;
When it is determined that the boarding/alighting operation of the stopped vehicle is expected to end, the target standby position is changed to a position near the lateral position of the stopped vehicle at which the end is expected and upstream of the lateral position. a step;
An automatic driving method, further comprising: The automatic driving method according to claim 10,
The driveway control process includes:
if it is determined that the quick boarding/alighting is not expected, based on the driving environment information, a step of determining whether or not the stop vehicle's boarding/alighting operation that is stopped in the boarding/alighting zone is expected to end;
When it is determined that the boarding/alighting action is expected to end, the boarding/alighting action of the autonomous vehicle waits at a position near the lateral position of the stopped vehicle where the boarding/alighting action is expected to end and upstream of the lateral position. setting a target standby position for
An automatic driving method, further comprising: The automatic driving method according to any one of claims 11 to 13,
The driveway control process includes:
After setting the target standby position, a step of determining whether an operation of entering the travel zone by a vehicle following the automatically driven vehicle is recognized based on the driving environment information;
setting a travel route that passes through the carriageway once and returns to the carriageway, if it is determined that the entering motion is recognized;
An automatic driving method, further comprising: The automatic driving method according to any one of claims 11 to 13,
The driveway control process includes:
After setting the target standby position, a step of determining whether an operation of entering the travel zone by a vehicle following the automatically driven vehicle is recognized based on the driving environment information;
Determining whether short standby at the target standby position of the automated vehicle is expected when it is determined that the entry operation is recognized;
holding the target standby position when it is determined that the short standby is expected;
An automatic driving method, further comprising: The automatic driving method according to claim 15,
The automatic driving method, wherein the drive-by control process further includes a step of setting a travel route that once passes through the drive-by and returns to the drive-by when it is determined that the short waiting is not expected. The automatic driving method according to any one of claims 10 to 16,
The automatic driving method, wherein the target boarding/alighting position is a position closest to an entrance/exit of the facility connected to the boarding/alighting zone. The automatic driving method according to any one of claims 10 to 16,
The automatic driving method, wherein the target boarding/alighting position is intermediate between lateral positions of adjacent stopped vehicles that are stopped in the boarding/alighting zone.

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